Control apparatus and control method for an Anti-slide system

Abstract

The present invention comprises a control apparatus (14) for an anti-slide system (10) of a rail vehicle, the control apparatus having: a slip control device (22), which is designed to determine a slip between the wheel and a rail operatively connected thereto from the sensed state variables (24, 26), the slip control device (22) being designed to actuate the actuator (18) by means of the output device. The control apparatus (14) further has a slip limiting device (20), which is designed to specify a slip range (30, 32) for the slip control device (22), wherein the slip limiting device (20) has at least a first operating mode and a second operating mode, which can be switched over by means of an operating mode signal (36), wherein a first slip range (30) is assigned to the first operating mode and a second slip range (32) is assigned to the second operating mode. The present invention further relates to a corresponding control method, which makes control of an actuation value for the actuator (18) possible in order to adjust the slip in a predetermined slip range.

Description

[0001] The invention relates to a control device for a wheel slip protection system of a rail vehicle. The wheel slip protection system comprises at least one controllable actuator for adjusting the braking force or slip of a braking device of a wheel / wheelset (hereinafter, the term "wheel" is synonymous with "wheelset") and at least one sensor for detecting at least one state variable (pressure, speed, braking force, vehicle mass, etc.). Furthermore, the control device comprises an input device for receiving the detected state variable and an output device for controlling the actuator. The control device includes a slip control device (or brake force control device) that is configured to determine the slip / braking force between the wheel and a rail in operative contact with it from the detected state variables.Furthermore, the slip control device is configured to control the actuator device via the output device. The invention also relates to a control method for such a control device.

[0002] Control devices for wheel slip protection systems adjust the actuators of braking systems in such a way as to prevent excessive slip between the wheels and the rails in contact with them. This is intended to prevent damage or increased wear on the wheel and rail while still achieving the shortest possible braking distances, even under varying rail conditions or adhesion states, such as those altered by environmental influences. If the slip ranges are permanently selected differently from the standard (see, for example, UIC 541-05), especially if the minimum slip value is too low or the maximum slip value too high, then (in the case of excessive slip) this leads to increased wear on the wheel treads and the rails due to increased friction. This results in higher operating costs for maintenance work.

[0003] Industry standards therefore limit the slip ranges that are typically available (e.g., UIC leaflet 541-05), in particular the maximum slip. In certain situations, it is necessary to stop a rail vehicle as quickly as possible. In this case, limiting the slip range can lead to an increase in the braking distance (longer than theoretically technically possible), which reduces safety.

[0004] From DE 10 2006 057813 A1, a specification of different slippages or slippage ranges in the form of a seasonal switch is known, since the slippage on the rail is different in summer and winter.

[0005] DE 10 2015 116862 A1 describes a transition between a micro-slip range and a macro-slip range, wherein the micro-slip range has a lower permissible slip range than the macro-slip range. Transitions between the macro-slip range and the micro-slip range are initiated by comparing the determined average braking force in the macro-slip range with the maximum braking force available in the micro-slip range.

[0006] Further designs of anti-slip systems are also known from EP 1 190 889 A2, EP 0 876 944 A2 and DE 10 2014 204814 A1.

[0007] Against this background, the present invention aims to improve the safety of a skid protection system without unnecessarily increasing operating costs.

[0008] The problem is solved by the features of claims 1 and 8. Further advantageous embodiments are the subject of the dependent claims.

[0009] To solve the problem, a control device for a wheel slip protection system of a rail vehicle is proposed. The wheel slip protection system has at least one controllable actuator for adjusting the braking force of a wheel's brake system and at least one sensor for detecting at least one state variable. The control device includes a slip control device (e.g., by force control, in that the system seeks the range of maximum force transmission) which is configured to determine the slip between the wheel and a rail in operative contact with it from the detected state variables. Furthermore, the slip control device is configured to control the actuator device via the output device. The control device includes a slip limiting device configured to specify a slip range / maximum slip for the slip control device.Therefore, either a maximum slip or a slip range can be specified (if the maximum slip is specified, an upper limit is defined; if a slip range is specified, a lower and an upper limit of the slip are defined). The slip limiting device has at least one first operating mode and one second operating mode, with a selector switch that can be switched between them by means of an operating mode signal from an emergency brake loop. A first maximum slip or a first slip range is assigned to the first operating mode, and a second maximum slip or a second slip range to the second operating mode.

[0010] Control devices for wheel slip protection systems configure the actuators of braking systems in such a way as to prevent excessive slip between the wheels and the rails in contact with them. This is intended to prevent damage or increased wear on the wheel and rail while still achieving the shortest possible braking distances, even under varying rail conditions or adhesion states, such as those altered by environmental influences. If the slip ranges are permanently selected differently from the standard (see, for example, UIC 541-05), especially if the minimum slip value is too low or the maximum slip value too high, this leads (e.g., in the case of excessive slip) to increased wear on the wheel treads and the rails due to increased friction. This results in higher operating costs for maintenance work.

[0011] The solution according to the invention has the advantage that the maximum slip or slip range can be adapted to the respective operating mode or operating situation of the brake. This allows for increased wear to be accepted in situations where necessary, while otherwise reducing wear.

[0012] According to the invention, the first maximum slip or slip range is a maximum slip or slip range specified by a standard, and the second slip range is a predefined and stored maximum slip or slip range, which is then used by the control device to achieve an increased, ideally the maximum available, force transmission between wheel and rail. The second maximum slip or slip range is, for example, vehicle-dependent, speed-dependent, and / or friction-dependent and is determined experimentally and / or by simulation. It can therefore depend on several parameters and is then stored as a characteristic map.

[0013] It may also contain one or more mathematical formulas (for example, determined by simulation or fitted to experimental data) for determining the second maximum slip or second slip range, and corresponding values ​​of variables needed to calculate the second maximum slip or second slip range could be read from corresponding inputs.

[0014] In the first operating mode, the priority of the slip control device is to achieve the lowest possible wear on the wheel treads / rail(s) and accordingly limit the maximum slip / slip range. In the second operating mode, the priority of the slip control device is to achieve the best possible braking effect, regardless of wear. Accordingly, the maximum slip / slip range is limited / expanded in a different way. In particular, it may be possible in this case to exceed the standard maximum values ​​for slip. This can make emergency braking / rapid braking more effective and thus increase safety.

[0015] In a further advantageous embodiment of the invention, the slip limitation device has a third operating mode to which a third maximum slip or slip range is assigned. The third maximum slip or slip range is...

[0016] The slip range is selected to control the actuator in the event that the braking system / anti-slip system or any part of the braking system malfunctions, at least partially (so-called fail-safe mode). The third maximum slip or slip range could, for example, be the slip range specified in the standard.

[0017] This has the advantage that, in the event of a malfunction, a braking effect can be adjusted accordingly.

[0018] To solve the problem, a control method for a control device of a wheel slip protection system is further proposed, wherein the wheel slip protection system comprises at least one actuator device for adjusting a braking force of a brake device of a wheel and at least one sensor device for detecting at least one state variable. The method comprises the following steps: Detection of an operating mode signal from an emergency braking loop; setting, based on the operating mode signal, at least one first or second operating mode; determining, based on the operating mode, the predetermined slip range to a first or a second maximum slip or slip range; determining optimal slip or slip range; selecting the minimum from maximum and optimal slip; controlling a control value for the actuator device to set the slip within a predetermined slip range.

[0019] This method according to the invention has the advantage that the maximum slip / slip range can be adapted to the respective operating mode or operating situation of the brake. This allows for increased wear to be accepted in situations where necessary, while otherwise reducing wear to achieve short braking distances.

[0020] According to the invention, the control method further comprises the following steps: determining the first maximum slip or slip range based on the specifications of a standard and determining the second maximum slip or slip range such that maximum force transmission between wheel and rail is achieved.

[0021] In the first operating mode, the traction control system prioritizes minimizing wear on the wheel treads / rails and accordingly limiting the slip range. In the second operating mode, the traction control system prioritizes achieving the best possible braking effect, regardless of wear. Therefore, the maximum slip / slip range is limited differently. In this case, it may be possible to exceed the standard maximum slip values. This makes emergency braking more effective and thus increases safety.

[0022] Preferably, the second maximum slip or slip range depends on several factors, for example, vehicle-dependent, speed-dependent and / or friction force-dependent.

[0023] The second maximum slip or slip range can be determined experimentally and / or by simulation and / or stored as a characteristic map in the control device.

[0024] Thus, for example, different values ​​for the second maximum slip or slip range can be specified for different speeds - which allows for even more precise or optimized slip control.

[0025] Preferably, the control device contains at least one mathematical formula for determining the second maximum slip or second slip range, and corresponding values ​​of variables required for calculating the second maximum slip or second slip range are read from corresponding inputs.

[0026] Further advantageous features and embodiments of the invention are evident from the accompanying figures, which only schematically illustrate the invention's forms. Specifically, they show: Fig. 1 a schematic representation of a braking device and a skid protection system with a control device according to an embodiment of the present invention and Fig. 2 a diagram with state variables and slip ranges according to an embodiment of the present invention. Fig. 3 a flowchart of the method according to the invention.

[0027] Fig. 1 Figure 1 shows a wheel slip protection system 10 for a rail vehicle with a braking device 12. The wheel slip protection system 10 comprises a control device 14, a sensor device formed by a rotational speed sensor 16, and an actuator device 18. The actuator device 18 is formed by a valve that regulates the pressure in a brake cylinder of the braking device 12. The actuator device 18 can be controlled by the control device 14 via an output device.

[0028] The control device 14 receives state variables and measured variables for processing via input devices. For example, the rotational speed sensor 16 transmits a rotational speed of the wheel 24 to the control device 14, whereby the value of the rotational speed of the wheel 24 is passed to the slip control device 22. Another sensor device, not shown, transmits a travel speed of the vehicle 26 as a state variable to the control device 14, whereby the value of the travel speed of the vehicle 26 is also passed to the slip control device 22.

[0029] The slip limiting device 20 transmits a maximum slip value 28, in an alternative embodiment in the form of a binary information signal, to the slip control device 22, thus defining a slip range that the slip control device 22 may use when controlling the actuator device 18. In this case, the permissible slip range lies between slip 0 (no slip) and the maximum slip 28. The first slip range 30 (Normal Slip) and the second slip range 32 (SB Slip) are stored, in this embodiment in the slip limiting device 20. A selector switch 34 selects the maximum value 30a, 32a of one of the stored slip ranges 30, 32 as the maximum slip 28. The lower limit 0 of the slip range is defined in the slip control device 22 and does not need to be transmitted.

[0030] The selector switch 34 is switched by means of an operating mode signal 36, in particular from an emergency brake loop.

[0031] The slip control device 22 calculates an optimized slip from the state variables 24, 26 and the maximum slip 28, at which the best braking effect is achieved and the maximum slip 28 is not exceeded, and forms a control signal 38 from this to control the actuator device 18.

[0032] Fig. 2 The function of the control device is illustrated by example. The diagram shows, for an example distance s traveled, the first slip range 30, the second slip range 32, a best slip 40 determined by the slip control device 22, and the slip 42 optimized within the permissible slip range 30 / 32, section by section. Furthermore, it shows Fig. 2 a braking force 44 achieved thereby as well as an adhesion state 46 of the contact between wheel and rail determined by environmental influences.

[0033] The wheel slide protection system 10 has two operating modes. The first operating mode, BB, is a service brake mode for normal operation. The second operating mode, SB, is a rapid brake mode, especially for emergency braking.

[0034] In the first section of the path 48, the adhesion condition 46 is good. The contact between the wheel and the rail is dry. The operating mode is set to the service brake BB (BB = True, SB = False). This operating mode selects the first slip range 30. Based on a desired braking force FBr, the slip control device 22 calculates a best slip 40. In this section of the path, the best slip 40 is below the maximum value of the first slip range 30 and simultaneously represents the optimized slip 42, which is why the actuator 18 is not activated in this case.

[0035] In a second section of the track 50, the adhesion condition 46 is worse. The contact between wheel and rail allows only reduced power transmission, for example, due to moisture or leaves. The operating mode remains set to the service brake BB. The best slip 40 calculated by the slip control device 22 is now higher than the maximum slip determined by the first slip range 30 due to the reduced power transmission between wheel and rail. The optimized slip 42 is therefore set by the slip control device 22 to the maximum permissible slip 30a of the first slip range 30. Consequently, the braking force FBr is lower than the maximum achievable braking force FBrmax, since a greater slip than defined by the first slip range 30 would be required to achieve the maximum achievable braking force FBrmax.

[0036] The first slip range 30 is defined such that the wear caused by slippage on the wheel treads is minimized while simultaneously shortening braking distances. For this purpose, the first slip range 30 can be defined according to a relevant industry standard.

[0037] A third path section 52 differs from the second path section 50 only in that the operating mode is now set to the emergency brake (BB=False, SB=True). This selects the second slip range 32. The best slip 40 determined by the slip control device 22 lies within the second slip range 32 and thus now constitutes the optimized slip 42, which is used to control the actuator 18. This results in a significantly higher braking force compared to the second path section 50 under the same external conditions. However, this also increases the wear caused by slippage on the wheel treads / rail. The emergency brake operating mode is therefore only selected when it is necessary for the rail vehicle to stop as quickly as possible, for example, during an emergency stop.

[0038] Fig. 3Figure 1 shows a flowchart of the process, illustrating the steps according to the invention that are carried out by the control device 14: First, an operating mode is determined. Then, the operating mode is set, in this case, either the first or the second operating mode as described above. Next, the maximum permissible wheel slip is determined based on the selected operating mode. After determining the optimal slip, the minimum of the two slip values ​​(maximum permissible wheel slip and target wheel slip) is selected. This value is then adjusted (if necessary), and the process is repeated cyclically.

[0039] The following further embodiments of the invention are conceivable.

[0040] The control device 14 can, for example, be implemented as a digital computer, but other configurations, such as an analog computer, are also conceivable.

[0041] Sensor devices, in particular the rotational speed sensor 16, can provide the measured state variables, for example, via digital interfaces. In another alternative embodiment, the sensor devices provide their measured state variables in analog form. In this case, the control device 14 has corresponding conversion devices, for example, A / D converters.

[0042] The actuator unit 18 can, for example, include a digital input unit, a signal processing unit and / or a signal amplifier in order to be connectable to a digital output of the control device 14.

[0043] In another alternative embodiment, the slip limitation device has 20 additional operating modes. For example, a restricted operating mode (degraded mode) can be provided for cases where parts of the brake control or parts of the brake actuator have failed. In this case, it can be provided, for example, that the highest braking force, i.e., the slip range, is always selected.

[0044] To further increase safety, alternative embodiments could, for example, provide different control devices 14 for different operating modes, each activated when a particular operating mode is present. Furthermore, the control devices 14 could also be assigned priorities, so that a higher-priority control device 14 can override the control of the actuator 18 by a lower-priority control device 14.

[0045] The present invention therefore makes it possible to react to emergency situations despite continued low maintenance costs, thus increasing the safety of the rail vehicle.

[0046] In further embodiments of the invention, the slip limitation device 20 and the slip control device 22 can be implemented in at least two separate devices or integrated in one device.

[0047] In further embodiments, the slip limitation device 20 and the slip control device 22 can be designed with different levels of safety integrity.

[0048] The operating mode signal 36 can be implemented as one or more signals. These can be pneumatic (e.g., main air line) and / or binary electrical (e.g., emergency brake loop) and / or electronic signals (e.g., bus signals).

[0049] The maximum permissible slip signal 28 can be implemented as at least one binary electrical and / or at least one electronic signal. Depending on this and the information that can be transmitted thereby, the values ​​of the first slip range 30 and / or the second slip range 32 (or first maximum slip 30a or second maximum slip 32a) can be stored in the slip limiting device 20 and / or in the slip control device 22 (in the latter variant, the content of the maximum permissible slip signal is reduced to "limit active" or "limit not active").

[0050] The first and second slip ranges 30, 32 can be implemented as maximum values ​​30a, 32a and / or as ranges limited upwards and / or downwards. REFERENCE MARK LIST

[0051] 10 Anti-slip system 12 Braking device 14 Control device 16 Rotational speed sensor 18 Actuator device 20 Slip limiting device 22 Slip control device 24 Wheel rotational speed (state variable) 26 Vehicle travel speed (state variable) 28 Maximum permissible slip 30 First slip range 30 Maximum first slip 32 Second slip range 32 Maximum second slip 34 Selector switch 36 Operating mode signal 38 Control signal 40 Best slip 42 Optimized slip (set) 44 Braking force 46 Adhesion state 48 First travel segment 50 Second travel segment 52 Third travel segment

Claims

1. A control apparatus (14) for an anti-slide system (10) of a rail vehicle, wherein the anti-slide system (10) has at least one activatable actuator device (18) for setting a braking force of a braking device (12) of a wheel and at least one sensor device (16) for detecting at least one state variable (24, 26), wherein the control apparatus (14) has an input device for recording the detected state variable (24, 26) and an output device for activating the actuator device (18), wherein the control apparatus (14) has a slip control device (22), which is configured to ascertain and control a slip between at least one wheel and a rail operationally connected thereto from the detected state variables (24, 26), wherein the slip control device (22) is configured to activate the actuator device (18) by means of the output device, characterized in that the control apparatus (14) has a slip limiting device (20), which is configured to specify a maximum slip (30a, 32a) or slip range (30, 32) for the slip control device (22), wherein the slip limiting device (20) has at least one first operating mode and one second operating modes, wherein a selector switch (34) can be switched by means of at least one operating mode signal (36) of an emergency braking loop, wherein a first maximum slip (30a) or slip range (30) is assigned to the first operating mode and a second maximum slip (32a) or slip range (32) is assigned to the second operating mode, wherein using the selector switch (34), the maximum value (30a, 32a) of one of the stored slip ranges (30, 32) can be selected as the maximum slip (28), wherein the first maximum slip (30a) or slip range (30) is a maximum slip (30a) or slip range (30) optimized with respect to wear and / or braking distance and in that the second maximum slip (32a) or slip range (32) is a predetermined and stored maximum slip or slip range, which is then used by the control apparatus (14) to effect a maximum available and / or optimized force transmission between wheel and rail.

2. The control apparatus as claimed in claim 1, characterized in that the second maximum slip (32a) or slip range (32) is vehicle-dependent, velocity-dependent, and / or friction force-dependent and is determined experimentally and / or by simulation, wherein the second maximum slip (32a) or slip range (32) is preferably dependent on multiple variables, wherein optionally at least one mathematical formula is stored for the determination of the second maximum slip (32a) or slip range (32), and corresponding values of variables, which are necessary for calculating the second maximum slip (32a) or . second slip range (32), are read in from corresponding inputs.

3. The control apparatus as claimed in any one of claims 1 or 2, characterized in that the slip limiting device (20) has a third operating mode, to which a third maximum slip or slip range is assigned, wherein the third maximum slip or slip range is selected for activating the actuator device (18) for the case in which the anti-slide system and / or the braking device (12) has at least a partial malfunction.

4. The control apparatus as claimed in any one of the preceding claims, characterized in that the slip limiting device (20) and the slip control device (22) are embodied in at least two separate devices.

5. The control apparatus as claimed in any one of the preceding claims, characterized in that the slip limiting device (20) and the slip control device (22) are configured to have different safety integrities.

6. The control apparatus as claimed in any one of the preceding claims, characterized in that the operating mode signal (36) is in the form of one or more signals, wherein these are pneumatic and / or binary electrical and / or electronic signals.

7. The control apparatus as claimed in any one of the preceding claims, characterized in that a signal of maximum permitted slip (28) is in the form of at least one binary electrical signal and / or at least one electronic signal.

8. A control method for a control device (14) of an anti-slide system (10) of a rail vehicle, wherein the anti-slide system (10) has at least one actuator device (18) for setting a braking force of a braking device (12) of at least one wheel and at least one sensor device (16) for detecting at least one state variable (24, 26), having the steps: detecting an operating mode signal (36); setting, on the basis of the operating mode signal (36) of an emergency braking loop, at least one first or second operating mode; defining, on the basis of the operating mode, the predetermined slip range at a first or second maximum slip (30a, 32a) or slip range (30, 32); determining optimum slip or slip range, selecting the minimum of the maximum and optimum slip, regulating an activation value for the actuator device (18) in order to set the slip in a predetermined slip range, wherein the first slip range (30) is selected on the basis of the specifications of the range optimized by the wear and braking distance; and the second maximum slip (30a) or slip range (32) is selected in such a way that a maximum available force transmission is effected between wheel and rail, wherein the second maximum slip (30a) or slip range (32) is a predetermined and stored maximum slip or slip range then used by the control apparatus (14).

9. The method as claimed in claim 8, wherein the second maximum slip (32a) or slip range (32) is dependent on multiple variables and is, for example, vehicle-dependent, velocity-dependent, and / or friction force-dependent, and wherein the second maximum slip (32a) or slip range (32) is preferably determined experimentally and / or by simulation and / or is stored as a characteristic map in the control apparatus (14).

10. The method as claimed in claim 8 or 9, wherein at least one mathematical formula for the determination of the second maximum slip (32a) or second slip range (32) is stored in the control apparatus (14), and corresponding values of variables, which are necessary for calculating the second maximum slip (32a) or second slip range (32), are read in from corresponding inputs.

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